Systems, devices, and methods for regenerating a particulate filter

ABSTRACT

Embodiments described herein methods can be used in particulate filter regeneration, such as particulate filters used for filtering the exhaust of an engine, e.g., a diesel engine. Systems herein can be configured to dispense combustion gas(es) into housing were a particulate filter is contained and to ignite the combustion gases. Methods for conducting a safety verification process of such systems are disclosed, as well as methods for regenerating the filters. Still other embodiments are described.

PRIORITY

This application is a national phase application under 35 U.S.C. § 371of International Application No. PCT/IB 132017/051087, filed Feb. 24,2017, which claims the benefit of priority of U.S. Provisional PatentApplication No. 62/299,303 filed Feb. 24, 2016, each of which is herebyincorporated herein by reference in its entirety.

BACKGROUND 1. Field of Invention

The present invention relates generally to devices, systems, and methodsfor use in particulate filter regeneration.

2. Description of Related Art

Provided by way of example, typical particulate filters are installed invehicles with diesel engines. Particulate filters require a regenerationprocess that cleans the filter by incinerating the soot particles thatare trapped by the filter. The majority of driving conditions causefluctuations in load that will not allow the regeneration system toregenerate the filter to a sufficient degree, causing poor performanceand in extreme cases, engine shutdown. Reduced exhaust gas temperaturesare the main cause of particulate filters with high soot accumulation.Oxidized NO2 regeneration requires exhaust gas temperatures of a minimumof 220 C to generate extremely small amounts of NO2 and thermalregeneration requires exhaust gas temperatures of a minimum of 450 C toregenerate. Particulate filter location also aggravates temperaturelosses due to the long exhaust pipe length between the engine and theparticulate filter.

SUMMARY

In view of the above-described issues, it is an object of the presentdisclosure to provide an auxiliary standalone particulate filterregeneration system independent from the vehicles onboard system, and aparticulate filter regeneration method capable of raising an exhausttemperature to regenerate a particulate filter by combusting a fuel inthe exhaust with the standalone device, where the temperature thresholdis sufficient enough to oxidize the particulates accumulated in thefilter.

An embodiment can include a method for regenerating a particulatefilter. A method can comprise: coupling one or more supply lines, eachline defining a conduit, to an engine exhaust pipe through at least oneof one or more access ports disposed either upstream or downstream of aparticulate filter, wherein each supply line is configured to bereleasably coupled to the one or more access ports; dispensing a fuelthrough the one or more supply lines and into the exhaust pipe; andigniting the fuel thereby regenerating the particulate filter. In someparticular embodiments, the access port is upstream of the particulatefilter.

Another embodiment can include a system for regenerating a particulatefilter. A system can comprise: a first supply line and a second supplyline, each supply line defining a conduit having a first end and asecond end and each supply line configured to releasably couple to anexhaust pipe such that the conduit is in fluid communication with theexhaust pipe at the first end; the second end of the first supply lineconfigured to couple to a first reservoir comprising fuel such that thefirst supply line conduit is in fluid communication with the firstreservoir; the second end of the second supply line configured to coupleto a second reservoir comprising oxygen such that the second supply lineconduit is in fluid communication with the second reservoir; and aconnector coupled to the first supply line and the second supply linenear their first ends, the connector configured to couple with an accessport of the exhaust pipe such that the conduits of the first and secondsupply lines are in fluid communication with the exhaust pipe.

Another embodiment can include a system for regenerating a particulatefilter. A system can comprise: a first supply line and a second supplyline, each supply line defining a conduit having a first end and asecond end and each supply line configured to releasably couple to aparticulate filter such that the conduit is in fluid communication withthe particulate filter pipe at the first end; the second end of thefirst supply line configured to couple to a first reservoir comprisingfuel such that the first supply line conduit is in fluid communicationwith the first reservoir; the second end of the second supply lineconfigured to couple to a second reservoir comprising oxygen such thatthe second supply line conduit is in fluid communication with the secondreservoir; and a connector coupled to the first supply line and thesecond supply line near their first ends, the connector configured tocouple either directly or indirectly with the particulate filter suchthat the conduits of the first and second supply lines are in fluidcommunication with the particulate filter. In some aspects of thisembodiment, the system is configured to regenerate a particulate filterthat has been removed from a vehicle. This embodiment of the system canbe used, for example, in a method of regenerating a particulate filtercomprising removing the particulate filter from a vehicle, connectingthe particulate filter on the system, dispensing a fuel through the oneor more supply lines and into the exhaust pipe; and igniting the fuelthereby regenerating the particulate filter. The particulate filter canthen be replaced on the original vehicle or another vehicle.

Another embodiment can include an exhaust pipe fitting. A fitting cancomprise a sidewall having a first end and a second end and defining atleast a portion of a conduit extending between the first end and thesecond end, where the sidewall comprises an opening disposed between thefirst end and the second end that is in fluid communication with theconduit; the first end and the second end each configured to couple toan exhaust pipe or to a particulate filter housing such that thesidewall defines a portion of an engine exhaust path either upstream ordownstream of the particulate filter housing. The fitting can furthercomprise a cover coupled to the sidewall, moveable between an openposition and a closed position, and configured to cover the opening whenin the closed position.

Yet another embodiment can include a method of testing a particulatefilter regeneration system. Such method can comprise: opening a firstvalve downstream of a first fuel reservoir, a fuel pressure regulator, asecond valve, and a pressure sensor disposed between the first valve andthe second valve, where the first valve and the second valve each definea portion of a first conduit; closing the first valve; after closing thefirst valve, comparing the pressure between the first valve and thesecond valve to a first threshold value; if the pressure between thefirst valve and the second valve is below the threshold value, openingthe second valve, closing the second valve, comparing the pressurebetween the first valve and the second valve to a second thresholdvalue.

The term “coupled” is defined as connected, although not necessarilydirectly, and not necessarily mechanically; two items that are “coupled”may be unitary with each other. The terms “a” and “an” are defined asone or more unless this disclosure explicitly requires otherwise. Theterm “substantially” is defined as largely but not necessarily whollywhat is specified (and includes what is specified; e.g., substantially90 degrees includes 90 degrees and substantially parallel includesparallel), as understood by a person of ordinary skill in the art. Inany disclosed embodiment, the terms “substantially,” “approximately,”and “about” may be substituted with “within [a percentage] of” what isspecified, where the percentage includes 0.1, 1, 5, and 10 percent.

Further, a device or system that is configured in a certain way isconfigured in at least that way, but it can also be configured in otherways than those specifically described.

The terms “comprise” (and any form of comprise, such as “comprises” and“comprising”), “have” (and any form of have, such as “has” and“having”), “include” (and any form of include, such as “includes” and“including”) are open-ended linking verbs. As a result, an apparatusthat “comprises,” “has,” or “includes” one or more elements possessesthose one or more elements, but is not limited to possessing only thoseelements. Likewise, a method that “comprises,” “has,” or “includes,” oneor more steps possesses those one or more steps, but is not limited topossessing only those one or more steps.

Any embodiment of any of the apparatuses, systems, and methods canconsist of or consist essentially of—rather thancomprise/have/include—any of the described steps, elements, and/orfeatures. Thus, in any of the claims, the term “consisting of” or“consisting essentially of” can be substituted for any of the open-endedlinking verbs recited above, in order to change the scope of a givenclaim from what it would otherwise be using the open-ended linking verb.

The feature or features of one embodiment may be applied to otherembodiments, even though not described or illustrated, unless expresslyprohibited by this disclosure or the nature of the embodiments.

Some details associated with the embodiments are described above, andothers are described below.

BRIEF DESCRIPTION OF THE DRAWINGS

The following drawings illustrate by way of example and not limitation.For the sake of brevity and clarity, every feature of a given structureis not always labeled in every figure in which that structure appears.Identical reference numbers do not necessarily indicate an identicalstructure. Rather, the same reference number may be used to indicate asimilar feature or a feature with similar functionality, as maynon-identical reference numbers. The figures are drawn to scale (unlessotherwise noted), meaning the sizes of the depicted elements areaccurate relative to each other for at least the embodiment depicted inthe figures.

FIG. 1 is a block diagram of an exhaust system coupled with anembodiment in accordance with the present disclosure;

FIG. 2 is a block diagram of a regeneration system embodiment inaccordance with the present disclosure.

FIG. 3A is a block diagram of a regeneration system embodiment inaccordance with the present disclosure.

FIG. 3B is a block diagram showing the inputs and outputs of thecontroller of the regeneration system embodiment shown in FIG. 3A.

FIG. 4A is a flow chart of a valve check process.

FIG. 4B is a flow chart of a filter regeneration process.

FIG. 5 is a perspective, schematic view of a clamping adapter fittingcomprising an access port in accordance with an embodiment of thepresent disclosure.

FIG. 6 is a cross-sectioned schematic of a clamping adapter fitting asshown in FIG. 5 coupled with a connector of a regeneration systemembodiment, in accordance with the present disclosure.

FIG. 7 is a perspective, schematic view of a flanged adapter fittingcomprising an access port in accordance with an embodiment of thepresent disclosure.

FIG. 8(i) is a side view of a clamping adapter fitting in accordancewith an embodiment of the present disclosure.

FIG. 8(ii) is a top view of the device of shown in FIG. 8(ii).

DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

Referring now to the figures, and more particularly to FIG. 1, showntherein and designated by the reference numeral 100 is an embodiment ofa particulate filter regeneration system that is shown coupled to anengine exhaust system 110. The engine exhaust system shown includes anexhaust pipe 3 that extends from an engine 1 (e.g., a diesel engine)through a turbo charger 2 and through various modules for removingpollutants from the exhaust gas. In the embodiment shown, a dieseloxidation catalyst (DOC) 4 is in fluid communication with the exhaustpipe 3 and is disposed on the downstream side of the turbo charger 2.Similarly, a selective catalytic reduction system (SCR) 5 is in fluidcommunication with the exhaust pipe 3 on the downstream side of the DOC4, and a particulate filter 7 is in fluid communication with the exhaustpipe 3 and is disposed on the downstream side of the SCR 5. Tofacilitate cleaning of the particulate filter with a regeneration system100, the exhaust system 110 comprises an adapter fitting 6 disposed onthe downstream side of the SCR 5 and either the upstream or downstreamside of the particulate filter 7. The adapter fitting 6 is shown coupledto a particulate filter regeneration system 100.

The regeneration system 100 comprises a first supply line 101 and asecond supply line 102 configured to provide one or more fuels and, ifneeded, an oxidizer, to the exhaust pipe 3 either upstream or downstreamof the particulate filter 7. The system 100 further comprises aconnector 8 that is configured to couple with an access port 30 of theexhaust pipe 3 (such as at adapter fitting 6) such that the first andsecond supply lines 101, 102 are in fluid communication with the exhaustpipe 3. The connector 8 is configured to releasably couple with theaccess port of the exhaust pipe 3 so that the regeneration system 100can be selectively coupled to and decoupled from the exhaust system,such as through a quick-release mechanism. The access port to theexhaust pipe 3 is located either upstream or downstream of a particulatefilter 7 so that when the fuel fed to the exhaust pipe 3 is combusted,the soot or particulate matter on the particulate filter 7 is oxidized,e.g., converted to a harmless gas(es). With such system, the particulatefilter can be selectively regenerated or cleaned.

Referring now to FIG. 2, a particulate filter regeneration system 100 ais shown and is a more detailed schematic of the particulate filterregeneration system that is shown in FIG. 1. Regeneration system 100 acomprises supply line 101 (which is shown coupled to a fuel reservoir 20via valve 21) and supply line 102 (which is shown coupled to an oxidizersource 22). Each supply line 101, 102 can be coupled to a connector 8that is configured to couple to the access port of an exhaust pipe 3 sothat the supply lines 101, 102 are in fluid communication with theexhaust pipe 3.

Supply line 101 defines a conduit having a first end 103 and a secondend 104 and is configured to transport fuel through the conduit. Thesupply line 101 is coupled to connector 8, and during use, e.g., whenconnector 8 is coupled to an access port of the exhaust pipe 3, theconduit is in fluid communication with the exhaust pipe 3 at the firstend 103. Second end 104 is coupled to a fuel source, e.g., reservoir 20.Reservoir 20 can contain a fuel with a relatively low boiling point andhigh BTU content as compared to other fuel options. For example, in someembodiments, reservoir 20 can contain butane, propane, methane and/orany combination thereof.

Along the length of the supply line 101 are several modules forcontrolling flow and measuring pressure within the supply line 101. Inthe embodiment shown, a pressure switch 10 is disposed on the downstreamside of reservoir 20. The pressure switch 10 can be configured to outputa signal to indicate whether the reservoir valve is open and/or toindicate whether the pressure within the reservoir 20 is adequate. Afuel pressure regulator 12 is located on the downstream side of thepressure switch 10 and can be configured to reduce the pressure of thefuel flowing from reservoir 20 to a predetermined pressure. A fuelsupply valve 11 is located on the upstream side of the fuel pressureregulator 12 and can be configured to block or permit flow through thesupply line conduit 101. A pressure sensor 13 is disposed on thedownstream side of the fuel supply valve 11 and can be configured tomeasure the pressure within the supply line 101. Another fuel supplyvalve 14 can be located on the downstream side of the pressure sensor13, and another pressure sensor 15 is located downstream of the fuelsupply valve 14.

Supply line 102 also defines a conduit having a first end 105 and asecond end 106 and is configured to transport a gas, such as air orother oxygen-containing gas. The supply line 102 is coupled to connector8, and during use, e.g., when connector 8 is coupled to an access portof the exhaust pipe 3, the conduit is in fluid communication with theexhaust pipe 3 at the first end 105. On the other end (second end 106),supply line 102 is in fluid communication with the output of an oxidizergas source, shown here as a compressor 22 outputting compressed air. Butit is understood that a reservoir of a pressurized oxygen-containinggas, such as air, could also be used.

Along the length of the supply line 102 are modules for controlling flowand measuring pressure within the supply line 102. In the embodimentshown, a pressure switch 16 is disposed on the downstream side of thecompressor 22 and can be configured to output a signal to indicatewhether the compressed air source is supplying an adequate air pressurethrough the conduit. A pressure regulator 17 is disposed on thedownstream side of the pressure switch 16 and is configured to reducethe pressure of the air flowing from the compressor 22 to apredetermined pressure. A compressed air supply valve 18 is located onthe downstream side of the pressure regulator 17 and can be configuredto block or permit flow through the supply line conduit 102. A pressuresensor 19 is located downstream of the compressed air valve 18 and canbe configured to measure the pressure within the supply line 102.

In some embodiments, supply lines 101, 102 can be coupled to connector 8by way of one or more nozzles 23, which can be coupled to or integratedwith the connector 8. The two supply line ends 103, 105 coupled to theconnector 8 are in sufficient proximity to each other so that at least aportion of the fuel and the oxygen-containing gas can mix and combustionof the fuel can occur.

In addition to the supply lines, system 100 a comprises an igniter 24configured to generate a spark within the exhaust pipe 3 in proximity ofthe fuel and the oxidizer when exiting the first and second supply lines101, 102. In an embodiment, the spark-generating portion of the igniter24 can be coupled to the connector 8 such that the igniter 24 isdownstream from nozzle 23 when connected to the exhaust system 110,i.e., closer to the particulate filter than nozzle 23 is.

Also coupled to connector 8 can be a temperature sensor 25. This sensor25 is configured to measure the temperature, particularly in the exhaustpipe when the connector 8 is coupled to the exhaust pipe. Thistemperature sensor 25 is disposed relative to the nozzle 23 and igniter24 so that the sensor can detect a temperature rise in the proximity ofthe fuel source and/or igniter 24, indicating whether the fuel injectedinto the exhaust system 110 actually combusted during an ignition cycle.

Referring now to FIGS. 3A and 3B, shown therein and designated by thereference numeral 100 b is a second embodiment of the presentregeneration system. This embodiment is similar to that shown in FIG. 2except that it further comprises a system controller 9 and the modulesof supply line 101 and 102 and those coupled to connector 8 areconfigured to communicate with controller 9. For example, the pressuresensors 13, 15, and 19 are configured to output a signal indicatingpressure to the controller 9. Similarly, temperature sensor 25 isconfigured to output a signal indicating pressure to the controller 9.Valves 11, 14, 18, and/or 21 can be configured to close and open viacommunications from the controller 9. Controller 9 can also beconfigured to cycle on and off air compressor 22. The igniter 24 can beconfigured to actuate via communication from the controller 9. In theembodiment shown, igniter 24 comprises an ignition coil 24 a and anignition plug 24 b. Ignition plug 24 b (e.g., spark plug) is coupled toconnector 8 and in proximity of nozzle 23. Other devices for creatingthe necessary heat to cause ignition of the fuel include a glow plug.

System controller 9 can be provided with a data-processing systemcomprising a microprocessor 9 d configured to transmit instructions orreceive readings from the various modules of the system 100 b forimplementation of a valve safety verification process and/or a filterregeneration process. The system 100 b can further be equipped with amemory 9 e, especially a non-volatile memory, allowing it to load andstore a software program, that, when executed in the microprocessor 9 d,allows the valve safety verification process and/or the filterregeneration process to be implemented. This non-volatile memory 9 e canbe, for example, a ROM (read-only memory). Furthermore, the systemcontroller 9 comprises a memory 9 f, especially a volatile memory,allowing data to be stored during the execution of the software packageand the implementation of the process. This volatile memory 9 f may be,for example, a RAM or EEPROM (“random access memory” or “electricallyerasable programmable read-only memory”, respectively).

In some embodiments, the system controller 9 can be configured toselectively and independently open and close valves (e.g., 11, 14,and/or 18)(module 9 c in FIG. 3B). In some embodiments, the systemcontroller 9 can be configured to execute a safety verification process(module 9 a in FIG. 3B) and/or a regeneration process (module 9 b inFIG. 3B).

FIG. 4A depicts an embodiment of a safety verification process withsystem controller 9 configured to executing one or more steps of thisprocess. Beginning at a step S1, a sensor function verification processof all of the system's sensors will be performed. This process comprisesvalidating pressure switches 10, 16 are above a threshold value, e.g.,above 30 psi, determining if pressure sensors 13, 15, 19 are withinthreshold values, e.g., less than 0.5 psi, and determining iftemperature sensor 25 is within a threshold value, e.g., less than 75°C. If the sensors do not relay an appropriate value, an error code withinformation pinpointing a failure can be generated. Such error codeand/or information pinpointing the failure can be displayed on a screen,which is part of a user interface system 40.

If the sensors are verified to be operational, at a step 2, a valveinterlock test is initiated to determine the integrity of the valves.Specifically, at a step S3, the fuel supply valve 14 is cycled open torelieve any pressure that may be contained between valves 11 and 14during start up and then is cycled closed. At a step S4, a pressurereading is obtained by the pressure sensor 13 to determine if fuelsupply valve 11 is leaking. For example, if the pressure rises aboveatmospheric, the test fails (e.g., valve 11 may be leaking) and an errorcode is generated. At a step S5, the fuel supply valve 11 is cycled opento pressurize the conduit of supply line 101 between fuel supply valves11 and 14 and then is cycled closed. At a step S6, a pressure reading isobtained from pressure sensor 13 to determine if fuel valve 14 isleaking. If the pressure drops below a threshold value, the test fails.In some embodiments, this threshold value is the actual pressure of theregulator 12 or within a certain percentage thereof (e.g., 5% of theregulated pressure). If the test fails, the controller 9 can communicatewith the user interface system 40, generating and displaying an errorcode and/or returning to a start menu.

At a step S7, the fuel supply valves 11 and 14 are both cycled open. Ata step S8, a pressure reading is obtained from pressure sensors 13 and15 to determine the integrity of the fuel pressure regulator 12 iswithin the threshold values. This threshold value can be the same as theprevious value, e.g., the actual reservoir pressure or a minimumacceptable pressure for the reservoir. If the pressure is below or abovethe threshold value, the test fails and returns to the start menu withan error code.

At a step S9, the fuel supply valves 11 and 14 are cycled closed. At astep S10, the compressed air supply valve 18 is opened and the aircompressor 22 is cycled on. At a step S11, a pressure reading isobtained from pressure sensor 19 to determine the integrity of thecompressed air pressure regulator 17 is within a threshold value. If thepressure is below or above the threshold value, the test fails andreturns to the start menu with an error code.

At a step S12, the compressed air supply valve 18 is closed and aircompressor 22 is cycled off. At a step S13, if all of the above testcomplete without setting errors, the safety verification process iscomplete. In some embodiments, the system may then move on to the startof the regeneration process.

FIG. 4B depicts an embodiment of a filter regeneration process withprocessor 9 configured to execute one or more steps of this process, thefilter regeneration process can begin at a step S14 where the compressedair valve 18 opens and the air compressor 22 is actuated to initiate thepurge cycle for a predetermined amount of time (e.g., 5 seconds to 10minutes), and the compressed air valve will remain open through stepS15. At a step S15, the fuel supply valves 11 and 14 are opened.Moreover, pressure sensors 15, 19 and temperature sensor 25 will bemonitored, and the igniter 24 will be actuated for a predeterminedamount of time. At a step S16, a continuous measurement of thetemperature sensor 25 is obtained to determine if the temperature withinthe exhaust pipe is above a threshold value or increased a certainamount within a set interval of time. The temperature reading helpsdetermine combustion throughout the entire regeneration period. Iftemperature drops below a threshold value, the regeneration processfails and returns to the purge sequence, step S14. The system canattempt to reignite again (up to 3 times in some embodiments) beforegenerating an error code and/or returning to the start menu. At a stepS17, the regeneration process is allowed to run for a predeterminedamount of time. The amount of time can depend on a number of factorsthat can be taken into account when determining the time, such factorscan include, e.g., the vehicle make, vehicle model, vehicle year, theengine make, the engine model, the engine year, the filter type, theamount of particulates in the particulate filter, the amount of timesince the filter was previously regenerated, size or mass of the filterto be regenerated; the BTUs generated by the system 100, and themoisture content in the exhaust system. In some embodiments, theregeneration process can run from 2 minutes to 3 hours or more (e.g., 2,3, 4, 5, 10, 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, 75, 80, 85,90, 100, 110, 120, 130, 140, 150, 160, 170, 180 minutes, or any timetherebetween). In some embodiments, the air to fuel ratio dispensed canbe between 20:1 and 10:1 (e.g., 10:1, 11:1, 12:1, 13:1, 14:1, 15:1,16:1, 17:1, 18:1, 19:1, 20:1, or any range therein). System 100 can beconfigured to provide either a variable or constant output of BTUs. Avariable BTU system would allow for comparable burn times despitedifferences in the filters to be cleaned. A variable system can compriseelectronic regulators or electronic switching valves for regulators 12and 17. In some embodiments, the electronic switching valves can bedriven by a pulse width modulation from the controller 9, 9 c. Thevariable

BTU system could be configured to generate a higher amount of BTUs atthe beginning and reduce the amount of BTUs once the filter reached adesired regeneration temperature. Such temperature can be estimated fromtemperature sensor 25.

To terminate the combustion cycle, at a step S18, the fuel supply valves11 and 14 closed. At a step S19, the post purge process begins. Thecompressed air supply valve 18 remains open and air compressor 22remains on for a predetermined amount of time (e.g., 5 seconds to 10minutes), thus completing the filter regeneration process.

Referring now to FIGS. 5 and 6, shown therein and designated by thereference numeral 6 a is an embodiment of an adapter fitting. FIG. 5shows a perspective view of only adapter fitting 6 a, and FIG. 6 shows across-section schematic of adapter fitting 6 a coupled to connector 8.Adapter fitting 6 a is a clamp-style adapter fitting. Fitting 6 acomprises a sidewall 31 a having a first end 32 a and a second end 33 aand defining at least a portion of a conduit 34 a extending between thetwo ends 32 a, 33 a. The sidewall 31 a comprises an opening/access port30 a disposed between the two ends 32 a, 33 a that is in fluidcommunication with the conduit 34 a. The clamp-style adapter fitting 6 ais configured to clamp around an exhaust pipe (e.g., exhaust pipe 3)such that the exhaust pipe extends through the conduit 34 a. The fitting6 a can comprise clamp lock 35 a coupled to the sidewall 31 a andconfigured to maintain the sidewall in a cinched/compressed positionaround the exhaust pipe.

In some embodiments, the adapter fitting 6 a may comprise a releasablelock 36 a that is adjacent to or defines at least a portion of theaccess port 30 a. Locking mechanism 36 a can be coupled to or integralwith the sidewall 31 a and is configured to couple with the connector 8of filter regeneration system 100 a, 110 a (FIGS. 2 and 3A). Releasablelocking mechanism 36 a can be any variety of devices for securing twoobjects together, such as a screw-threaded type; bayonet-type mount, ora breech-lock type (friction type).

In some embodiments, the adapter fitting 6 a can comprise a cover (notshown) rotatably or slideably coupled to the sidewall so that it canmove between a closed position and an open position to selectively coverand uncover the access port. In some embodiments, the cover can bebiased toward the closed position. For example, in some embodiments, thecover is coupled to the sidewall via a hinge that is biased toward theclosed position.

Referring now to FIG. 7, shown therein and designated by the referencenumeral 6 b is another embodiment of an adapter fitting. Adapter 6 b isa flanged-type adapter fitting. Adapter 6 b is the same as adapterfitting 6 a except the structure used to couple with exhaust pipe is aflanged end 33 b and does not have a clamping mechanism or a releasablelocking mechanism.

Referring now to FIG. 8, shown therein and designated by the referencenumeral 6 c is another embodiment of an adapter fitting. Adapter fitting6 c is a clamp-style adapter fitting similar to that shown in FIG. 5except that a sidewall 31 c defines only a portion of conduit 34 c andchain 40 c is coupled to sidewall 31 c to define another portion of theconduit. A portion of lock 35 c, namely pin 39 c, also defines a portionof conduit 34 c. The sidewall 31 c comprises an opening/access port 30 cdisposed between the two ends 32 c, 33 c of sidewall 31 c that is influid communication with the conduit 34 c. The clamp-style adapterfitting 6 c is configured to clamp around an exhaust pipe (e.g., exhaustpipe 3) such that the exhaust pipe extends through the conduit 34 c. Thefitting 6 c can comprise clamp lock 35 c coupled to the sidewall 31 cand configured to maintain the sidewall 31 c and chain 40 c in acinched/compressed position. In the embodiment shown, clamp lock 35 ccomprises a knob 38 c defining a threaded receptacle configured toengage a threaded pin 39 c that is coupled to chain 40 c at an endopposite from where the chain is coupled to sidewall 31 c.

In some embodiments, the adapter fitting 6 c may comprise a releasablelock 36 c that is adjacent to or defines at least a portion of theaccess port 30 c. Lock 36 c can be coupled to or integral with thesidewall 31 c and is configured to couple with the connector 8 of filterregeneration system 100 a, 110 a (FIGS. 2 and 3A). Releasable lock 36 ccan be any variety of devices for securing two objects together, such asa screw-threaded type; bayonet-type mount, or a breech-lock type(friction type). In the embodiment shown, lock 36 c comprises aresilient tab mounted to sidewall 31 c. An end of tab 31 c is disposedabove opening 30 c and is configured to fit into a notch of, e.g.,connector 8, when the connector extends through the opening and slidablyrelease from the notch when the connector 8 is intentionally pulled fromthe opening.

Some embodiments include a method of testing a particulate filterregeneration system. Referring to FIG. 2, valve 14 can be cycled openedand closed. (This cycling of valve 14 may occur after both valves 11 and14 have been cycled open and closed.) After closing, the pressure atsensor 13 in the region between the two valves 11, 14 is compared toatmospheric pressure. If this pressure is substantially equal toatmospheric pressure, the functioning of valve 11 is verified.

To verify the function of valve 14, valve 11 is opened (while valve 14remains closed) and the pressure between valve 11 and valve 14 iscompared to a second threshold value. In some embodiments, the secondthreshold value is the pressure at which regulator 12 is configured todispense the fuel in reservoir 20. If this pressure remains above ormaintains a pressure substantially the same as the second thresholdvalue, the valve 14 is verified to be functioning properly.

To verify the function of regulator 12, both valves 11, 14 are cycledopen and the pressure between valves 11, 14 or after valve 14 iscompared to a third threshold value. In some embodiments, the thirdthreshold value is the pressure at which regulator 12 is configured todispense the fuel in reservoir 20. In some embodiments, the thirdthreshold value is equal to the second threshold value. If thedifference between this pressure and the third threshold value isbetween 1% to 25% (e.g., 1%, 5%, 10%, 15%, 20%, or 25%), the regulator12 is verified to be functioning properly.

To verify the function of gas pressure regulator 17, valve 18 upstreamof pressure sensor 19 and downstream of air compressor 22 and regulator17 is opened, and the pressure downstream of valve 18 (e.g., at sensor19) is compared to a fourth threshold value. In some embodiments, thefourth threshold value is the pressure at which regulator 17 isconfigured to dispense the oxygen-containing gas from compressor 22. Ifthe difference between this pressure and the fourth threshold value isbetween 1% to 25% (e.g., 1%, 5%, 10%, 15%, 20%, or 25%), the regulator17 is verified to be functioning properly. (The compressor 22 is incommunication with the atmosphere, which is a reservoir for the purposeof this disclosure.)

The regeneration cycle can then be initiated. In some embodiments, aparticulate filter can be regenerated without removing it from theexhaust system. In other embodiments, the particulate filter can beremoved from the exhaust system and placed in housing configured tocontain a gaseous substance and withstand the combustion reaction. Thehousing is also configured to couple to connector 8.

To execute a particulate regeneration cycle, after supply lines 101, 102are coupled to a housing containing a particulate filter or to an engineexhaust pipe at a location either upstream or downstream of aparticulate filter (such as through an access port), a fuel is dispensedthrough supply line 101 and into the housing or the exhaust pipe, and anoxygen-containing gas is dispensed through supply line 102. The fuel(e.g., butane, propane, methane, or some combination thereof) and theoxygen-containing gas can be dispensed for a predetermined amount oftime to fill the housing or exhaust system in the vicinity of thefilter. After such time, the fuel can be ignited, such as by generatinga spark with igniter 24 in the vicinity of dispensed fuel. This causesthe fuel to combust, thereby regenerating the particulate filter. Asstated previously, the fuel to gas ratio can be between 20:1 and 10:1.This combustion reaction can be maintained (e.g., by maintaining a flowof fuel and gas) for 2 minutes to 3 hours or more (e.g., 2, 3, 4, 5, 10,15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, 75, 80, 85, 90, 100,110, 120, 130, 140, 150, 160, 170, 180 minutes, or any timetherebetween).

In order to verify that combustion has occurred, the temperature withinthe engine exhaust system is measured. If the temperature is above athreshold, such as 100° C., combustion is confirmed.

The above specification and examples provide a complete description ofthe structure and use of illustrative embodiments. Although certainembodiments have been described above with a certain degree ofparticularity, or with reference to one or more individual embodiments,those skilled in the art could make numerous alterations to thedisclosed embodiments without departing from the scope of thisinvention. As such, the various illustrative embodiments of the methodsand systems are not intended to be limited to the particular formsdisclosed. Rather, they include all modifications and alternativesfalling within the scope of the claims, and embodiments other than theone shown may include some or all of the features of the depictedembodiment. For example, elements may be omitted or combined as aunitary structure, and/or connections may be substituted. Further, whereappropriate, aspects of any of the examples described above may becombined with aspects of any of the other examples described to formfurther examples having comparable or different properties and/orfunctions, and addressing the same or different problems. Similarly, itwill be understood that the benefits and advantages described above mayrelate to one embodiment or may relate to several embodiments.

The claims are not intended to include, and should not be interpreted toinclude, means-plus- or step-plus-function limitations, unless such alimitation is explicitly recited in a given claim using the phrase(s)“means for” or “step for,” respectively.

The invention claimed is:
 1. A method for regenerating a particulatefilter comprising: coupling one or more supply lines, each defining aconduit, to an engine exhaust pipe through at least one of one or moreaccess ports disposed either upstream or downstream of a particulatefilter, wherein each supply line is configured to be coupled to aconnector, the connector configured to be releasably coupled to the oneor more access ports; dispensing a fuel through the one or more supplylines and into the exhaust pipe, the fuel dispensed from a firstreservoir, the first reservoir different than a fuel source, the fuelsource configured to supply a second fuel to an engine; and igniting thefuel thereby regenerating the particulate filter.
 2. The method of claim1, further comprising dispensing a gas mixture comprising oxygen throughthe one or more supply conduits into the exhaust pipe to mix with thefuel.
 3. The method of claim 1, where the ratio of the gas mixture tothe fuel is between 20:1 and 10:1 or between 15:1 and 16:1.
 4. Themethod claim 1, where igniting the fuel comprises triggering an electricspark in proximity of the fuel either upstream or downstream of theparticulate filter.
 5. The method of claim 1, where igniting the fuelcomprises raising the temperature of the exhaust gas so that thetemperature of the exhaust gas is at least the auto-ignition temperatureof the fuel or of a mixture comprising the fuel.
 6. The method of claim1, further comprising measuring for an increase in temperature withinthe engine exhaust gas to confirm ignition occurred.
 7. The method ofclaim 1, where the fuel comprises at least one of butane, propane, andmethane.
 8. The method of claim 1, where: the fuel is dispensed andcombusted for at least 20 minutes; and the at least one access port isdisposed upstream of the particulate filter.
 9. A system forregenerating a particulate filter comprising: a first supply line and asecond supply line, each supply line defining a conduit having a firstend and a second end and each supply line configured to be coupled to aconnector, the connector configured to releasably couple to an exhaustpipe such that the conduit is in fluid communication with the exhaustpipe at the first end; the second end of the first supply lineconfigured to couple to a first reservoir comprising fuel such that thefirst supply line conduit is in fluid communication with the firstreservoir, the first reservoir different than a fuel source, the fuelsource configured to supply a second fuel to an engine; the second endof the second supply line configured to couple to a second reservoircomprising oxygen such that the second supply line conduit is in fluidcommunication with the second reservoir; and the connector coupled tothe first supply line and the second supply line near their first ends,the connector configured to couple with an access port of the exhaustpipe such that the conduits of the first and second supply lines are influid communication with the exhaust pipe.
 10. The system of claim 9,further comprising an igniter, wherein: the igniter configured togenerate a spark within the exhaust pipe in proximity of the fuel andthe oxygen when exiting the first end of the first and second supplylines; and the connector includes the igniter is coupled to theconnector.
 11. The system of claim 9, further comprising a temperaturesensor configured to measure the temperature in the exhaust pipe whenthe supply lines are coupled to the exhaust pipe.
 12. The system ofclaim 11, further comprising: a first valve configured to block orpermit flow through the first supply line conduit and disposed betweenthe first reservoir and the first end of the first supply line and asecond valve configured to block or permit flow through the secondsupply line conduit and disposed between the second reservoir and thefirst end of the second supply line.
 13. The system of claim 12, furthercomprising a third valve configured to block or permit flow through thefirst supply line conduit and disposed between the first reservoir andthe first valve.
 14. The system of claim 12, further comprising a systemcontroller comprising a microprocessor and memory, wherein the systemcontroller is in communication with the temperature sensor, the igniter,and the first and second valves and is configured to execute a processcomprising: opening the second valve to dispense the oxygen into theexhaust pipe; opening the first valve to dispense the fuel into theexhaust pipe; actuating the igniter to facilitate ignition; andcomparing the temperature within the exhaust pipe to a reference valueto determine if ignition occurred.
 15. The system of claim 9, furthercomprising at least two pressure sensors configured to measure thepressure in a conduit, where each supply line is coupled to at least onepressure sensor between the first end and the second end, respectively.16. The system of claim 9, further comprising a first pressure regulatorand a second pressure regulator, each of the first pressure regulatorand the second pressure regulator configured to regulate the pressure ofa gas stored in a reservoir, where the first pressure regulator coupledto the first supply line and the second pressure regulator coupled tothe second supply line.
 17. The method of claim 1, wherein the fuel isconfigured to be dispensed through the one or more supply lines into theexhaust pipe while the engine is in a non-operational state.
 18. Thesystem of claim 9, wherein the exhaust pipe is configured to receivefuel from the first reservoir via the first supply line while the engineis in a non-operational state.
 19. The system of claim 9, wherein thefirst reservoir comprises at least one of butane, propane, and methane.20. The system of claim 9, wherein an engine is configured to receiveair from a source, the source different from the second reservoir.